JP4520958B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake control device. More particularly, the present invention relates to a vehicle brake hydraulic pressure control device that can be mounted on a bar handle type vehicle such as a motorcycle, a motor tricycle, and an all-terrain vehicle (ATV).

2. Description of the Related Art Conventionally, a vehicle brake hydraulic pressure control device is known in which a braking force in an interlock brake between a front wheel and a rear wheel of a vehicle such as a motorcycle is controlled by pressurizing hydraulic pressure with a pump (for example, a patent Reference 1).
There is also known a vehicle brake hydraulic pressure control device that controls the braking force distribution in the interlocking brake between the front wheel and the rear wheel of a vehicle such as a motorcycle to an ideal braking force distribution by pressurizing the hydraulic pressure with a pump. (For example, refer to Patent Document 2).

  Furthermore, a vehicular brake hydraulic pressure control device having a stroke simulator that applies an operation reaction force according to the operation of the brake operator to the brake operator is also known (see, for example, Patent Document 3).

  The vehicle brake fluid pressure control device disclosed in Patent Document 3 includes an electric brake fluid pressure control mode and a mechanical brake fluid pressure control mode, and the stroke is performed when the electric brake fluid pressure control mode is executed. An operation reaction force according to the operation of the brake operator is applied to the brake operator by operating the simulator. In addition, when an abnormality occurs in the execution of the electric brake fluid pressure control mode, the components related to the electric brake fluid pressure control mode are turned off, and the operation shifts to the mechanical brake fluid pressure control mode, corresponding to the brake operation amount. By supplying the brake fluid pressure directly to the wheel cylinder, a fail-safe function can be realized.

Japanese Unexamined Patent Publication No. 2000-6679 Japanese Patent No. 3457190 JP 2002-264787 A

  However, in the above-described conventional vehicle brake hydraulic pressure control device, pulsation due to the operation of the pump may be transmitted to the brake operator through the fluid path when the ABS is operated or the interlocked brake is operated, and the operation feeling is impaired. There was a fear.

  In particular, in a vehicle such as a motorcycle, when the front wheel brake is operated in conjunction with the operation of the rear wheel brake (operating element such as a pedal), the front wheel brake operation (operation of the brake lever, etc.) is performed. When the operation was performed, the pump pulsation was easily transmitted to the brake lever through the fluid path leading to the front wheel brake.

  Also, in general, in a brake fluid pressure control device for a vehicle, it is necessary to install a plurality of operating devices for performing brake control, and the number of parts tends to increase and the device tends to become larger. It was desired.

  Therefore, the present invention provides a vehicle brake hydraulic pressure control device in which pump pulsation is not transmitted to a brake operator, and the number of components can be reduced to reduce the size and the manufacturing cost can be reduced. For the purpose.

The present invention, which has been devised to solve such a problem, includes a first operator means provided with a first brake operator, and a first brake that brakes the first wheel brake according to the first operator means. 1 brake system, a first control valve means provided in the first brake system for controlling brake fluid pressure in the first brake system, a second operator means provided with a second brake operator, A second brake system for braking the second wheel brake in response to the second operator means; a second control valve means provided in the second brake system for controlling the brake fluid pressure in the second brake system; A brake fluid pressure control device for a vehicle comprising: the first operating element means and the first brake system are separated so that the brake fluid cannot flow, and the separated first brake system is separated from the first brake system. A brake fluid tank having a reservoir function for supplying the brake fluid provided by said first operation means corresponding to the first brake system, the operation reaction according to the operation of the first brake operation element A stroke simulator for applying a force to the first brake operator, and detecting means for detecting an operation amount of the first brake operator, wherein the first brake system is detected by the detecting means. The first control valve means corresponds to the first wheel brake, and includes a pump that discharges brake fluid to at least a first wheel hydraulic pressure path that communicates with the first wheel brake so as to correspond to the operation amount. A first vehicle that communicates with the first wheel brake by the first control member and the second control member. The hydraulic pressure path and the second wheel hydraulic pressure path leading to the second wheel brake are communicated or interrupted to increase and maintain the brake hydraulic pressure for the first and second wheel brakes, and the first and first The brake fluid pressure is reduced by returning the brake fluid to the suction fluid pressure passage of the pump every two-wheel fluid pressure passage .

  According to such a vehicle brake fluid pressure control device, the first operating means and the first brake system are separated so that the brake fluid cannot flow. Even if a pulsation is generated from the member, the pulsation is not transmitted from the first brake system to the first operator means. Therefore, even if the first brake operator of the first operator means is additionally operated from the state in which the brake fluid pressure is applied to the first wheel brake of the first brake system by performing the interlock brake or the like. The pulsation is not transmitted to the brake operator, and the operation feeling of the first brake operator is not impaired.

  In addition, since a brake fluid tank having a reservoir function for supplying brake fluid to the separated first brake system is provided, the brake fluid is supplied from the brake fluid tank to the first brake system. In addition, the brake fluid returned from the first wheel brake side is returned to the brake fluid tank at the time of depressurization such as during anti-lock brake control. Therefore, it is not necessary to provide a reservoir, a suction valve, or the like in the first brake system, and accordingly, the number of parts can be reduced and the device can be downsized. Further, since the number of parts is reduced, the manufacturing cost can be reduced.

Further, the operation amount of the first brake operator is detected by the detection means, the pump is operated to correspond to the operation amount detected by the detection means, and at least the first wheel hydraulic pressure path leading to the first wheel brake Brake fluid is discharged. Therefore, although the first operating element means and the first brake system are separated so that the brake fluid cannot flow, the operation amount of the brake operating element in the first operating element means is set to the first brake system. It is possible to correspond to the brake fluid pressure controlled by.

Furthermore, the first brake system can realize interlock brake control for controlling the brake fluid pressure for the first and second wheel brakes, and can perform antilock brake control for these wheel brakes. .

The second brake system communicates or shuts off a master cylinder, a cut valve for communicating or shutting off the master cylinder and the second control valve means, and the master cylinder and the suction fluid pressure path of the pump. And a suction valve that is provided.

According to such a vehicle brake fluid pressure control device, the master cylinder and the second control valve means are shut off by the cut valve, and the master cylinder and the suction fluid pressure path of the pump are communicated by the suction valve. Also in the system, the brake fluid pressure can be increased. Therefore, it is possible to perform an increase control of the brake fluid pressure in both brake systems, and it is possible to execute the interlocking brake by any brake input of the first and second operator means.

The present invention also provides a first operator means provided with a first brake operator, a first brake system that brakes a first wheel brake in accordance with the first operator means, and the first brake system. A first control valve means for controlling a brake fluid pressure in the first brake system, a second operator means provided with a second brake operator, and a second according to the second operator means. Brake fluid pressure control device for a vehicle, comprising: a second brake system that brakes the wheel brake of the vehicle; and a second control valve means that is provided in the second brake system and controls the brake fluid pressure in the second brake system. The first operating element means and the first brake system are separated so that the brake fluid cannot flow, and a re- sult for supplying brake fluid to the separated first brake system. A brake fluid tank having a lever function is provided, and the first operator means corresponding to the first brake system applies an operation reaction force according to the operation of the first brake operator to the first brake operation. A stroke simulator to be applied to the child, and detection means for detecting an operation amount of the first brake operator, wherein the first brake system is at least to correspond to the operation amount detected by the detection means. A pump for discharging brake fluid is provided in a first wheel hydraulic pressure path communicating with the first wheel brake, and the second brake system communicates the master cylinder, the master cylinder, and the second control valve means. Alternatively, a cut valve that shuts off, and a suction valve that communicates or shuts off the master cylinder and the suction fluid pressure path of the pump are provided .

According to such a vehicle brake fluid pressure control device, the first operating means and the first brake system are separated so that the brake fluid cannot flow. Even if a pulsation is generated from the member, the pulsation is not transmitted from the first brake system to the first operator means. Therefore, even if the first brake operator of the first operator means is additionally operated from the state in which the brake fluid pressure is applied to the first wheel brake of the first brake system by performing the interlock brake or the like. The pulsation is not transmitted to the brake operator, and the operation feeling of the first brake operator is not impaired.
In addition, since a brake fluid tank having a reservoir function for supplying brake fluid to the separated first brake system is provided, the brake fluid is supplied from the brake fluid tank to the first brake system. In addition, the brake fluid returned from the first wheel brake side is returned to the brake fluid tank at the time of depressurization such as during anti-lock brake control. Therefore, it is not necessary to provide a reservoir, a suction valve, or the like in the first brake system, and accordingly, the number of parts can be reduced and the device can be downsized. Further, since the number of parts is reduced, the manufacturing cost can be reduced.
Further, the operation amount of the first brake operator is detected by the detection means, the pump is operated to correspond to the operation amount detected by the detection means, and at least the first wheel hydraulic pressure path leading to the first wheel brake Brake fluid is discharged. Therefore, although the first operating element means and the first brake system are separated so that the brake fluid cannot flow, the operation amount of the brake operating element in the first operating element means is set to the first brake system. It is possible to correspond to the brake fluid pressure controlled by.
Further, the master cylinder and the second control valve means are shut off by the cut valve, and the master cylinder and the suction fluid pressure path of the pump are communicated by the suction valve, thereby increasing the brake fluid pressure in the second brake system. Control can be performed. Therefore, it is possible to perform an increase control of the brake fluid pressure in both brake systems, and it is possible to execute the interlocking brake by any brake input of the first and second operator means.

The brake fluid tank may be open to the atmosphere.
In such a vehicle brake fluid pressure control device, since the brake fluid tank is open to the atmosphere, the brake fluid returned from the first wheel brake side is smoothly supplied to the brake fluid tank when the pressure is reduced during antilock brake control or the like. Can be returned.

The first operator means corresponding to the first brake system includes a master cylinder and an output flow path for outputting brake fluid from the master cylinder, and the output flow path includes the first brake. It is good to set it as the structure directly connected to the said 1st wheel brake by the parallel system | strain different from a system | strain.

In such a vehicle brake hydraulic pressure control device, the output flow path from the master cylinder of the first operating means is directly connected to the first wheel brake, so that the engine or the like is stopped or the control device is stopped. Even in the state, a braking force can be applied to the first wheel brake, and a fail-safe function can be realized.

It is preferable that the brake fluid returned from the first wheel brake to the suction fluid pressure path side of the pump flows into the brake fluid tank.

According to such a vehicle brake fluid pressure control device, even if the brake fluid is frequently returned to the suction fluid pressure passage side of the pump at the time of depressurization at the time of antilock brake control, it can be returned to the brake fluid tank. The hydraulic pressure can be reduced smoothly. Therefore, it contributes to stabilization of brake fluid pressure control.

  The second wheel brake may be configured to operate by receiving brake fluid input from the first brake system and the second brake system, respectively, and further, the first wheel brake may be configured to be the first wheel brake. It is good also as a structure which receives and receives the input of brake fluid from a brake system and the said 2nd brake system, respectively.

  According to such a vehicle brake hydraulic pressure control device, the interlocking brake can be executed by any brake input of the first and second operating means. Further, by providing a brake cylinder in each of the first wheel brake and the second wheel brake for each brake system, the first and second wheel brakes perform brake control based on the brake fluid pressure from each brake system. Therefore, the response of braking can be improved. As a result, it is possible to improve the start-up in the initial braking of the wheel brake, and the braking force can be quickly raised during the sudden braking operation so that the sudden braking can be applied effectively and reliably.

  In addition, by providing brake cylinders for the first wheel brake and the second wheel brake for each brake system, it is possible to prevent the brake fluid pressures of the first brake system and the second brake system from interfering with each other in the brake cylinder. Can do. Therefore, for example, a member that causes pulsation even when the second brake operator is additionally operated with respect to the second brake system from the state in which the second wheel brake is interlocked and braked by the first brake system. Is prevented from being transmitted to the second brake operator. This prevents the operation feeling from being impaired.

  Further, the first brake system may be a rear wheel side brake system, and the second brake system may be a front wheel side brake system, and conversely, the first brake system Is a brake system on the front wheel side, and the second brake system may be a brake system on the rear wheel side.

  According to such a brake fluid pressure control device for a vehicle, a configuration in which the first operator means and the first brake system are separated so that the brake fluid cannot flow can be applied on the rear wheel side, and on the front wheel side. Can also be applied.

  According to the vehicle brake hydraulic pressure control device of the present invention, the pulsation of the pump is not transmitted to the brake operator, and the number of parts can be reduced and the size can be reduced.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.
In the drawings to be referred to, FIG. 1 is a brake fluid pressure circuit diagram applied to a vehicle brake fluid pressure control device according to a first embodiment of the present invention.

  As shown in FIG. 1, a vehicle brake hydraulic pressure control device (hereinafter referred to as “brake control device”) U according to the present embodiment is a bar handle type vehicle such as a motorcycle, a tricycle, an all-terrain vehicle (ATV), or the like. The braking force applied to the wheel brake F attached to the front wheel and the wheel brake R attached to the rear wheel are configured to include the independent first and second brake systems K1, K2. By appropriately controlling the braking force applied to the wheel brake by the control device 40, independent anti-lock brake control of the wheel brakes F and R and interlocking brake control of interlocking the two wheel brakes F and R are possible. In the following description, the first brake system K1 will be described as a rear wheel brake system, and the second brake system K2 will be described as a front wheel brake system.

  The first brake system K1 brakes the rear wheel brake R according to the first operator T1 provided with a brake pedal L1 as a first brake operator, and the front wheel brake in conjunction with the rear wheel. F is braked. In the first brake system K1, the first operator means T1 is separated from the first brake system K1, and the brake fluid of the first brake system K1 does not flow to the first operator means T1 side. The configuration is disabled. Specifically, the brake input (operation amount) from the brake pedal L1 is electrically detected by the detection means, and the control device 40 controls each of the first brake systems K1 based on the operation amount detected by the detection means. The brake fluid pressure is controlled by controlling the operation of the equipment.

  The second brake system K2 mainly brakes the wheel brake F of the front wheel in accordance with the second operating element means T2 provided with a brake lever L2 as a second brake operating element. Specifically, the master cylinder MC2 is operated based on the brake input from the brake lever L2, and the brake fluid pressure from the master cylinder MC2 is directly input to the second brake system K2.

  In the present embodiment, a brake cylinder RS composed of one cylinder RS1 is employed as the rear wheel brake R. The front wheel brake F employs a brake cylinder FS composed of three cylinders FS1 to FS3. The front wheel brake F inputs the brake fluid from the second brake system K2 to the cylinders FS1 and FS2 and uses it as the main input, and inputs the brake fluid from the first brake system K1 to the cylinder FS3. This can be used as a sub input. That is, it is configured such that interlocking brake control between the rear wheels and the front wheels can be performed based on the second brake system K2 by operating the brake pedal L1 on the rear wheel side.

Hereinafter, the hydraulic circuit shown in FIG. 1 will be described in detail.
The first brake system K1 is for braking the rear wheels as described above, and includes a flow path from the inlet port J1 leading to the brake fluid tank 30 to the outlet port J2, and from the inlet port J1 to the outlet port J3. It has a flow path leading to The brake fluid tank 30 and the inlet port J1 are connected by a pipe H1. The outlet port J2 is connected to the rear wheel brake B through the pipe H2, and the outlet port J3 is connected to the front wheel brake F through the pipe H3.

  On the other hand, the second brake system K2 is for braking the front wheels as described above, and includes a flow path from the inlet port J4 to the outlet port J5. The inlet port J4 is connected to a master cylinder MC2 that is a hydraulic pressure source through a pipe H4, and the outlet port J5 is connected to a wheel brake R of the rear wheel through a pipe H5.

  The master cylinder MC2 has a cylinder to which a brake fluid tank chamber for storing brake fluid is connected, and the brake fluid flows into the cylinder by sliding the brake lever L2 in the axial direction of the cylinder. A rod piston (not shown) is assembled.

  The stroke simulator Si provided corresponding to the first brake system K1 artificially applies an operation reaction force to the brake pedal L1 according to the operation amount or operation force of the brake pedal L1. The stroke simulator Si includes a cylinder body 10a, a slidable arrangement in the cylinder body 10a, and a dummy cylinder 10 including a piston 10b that is depressed by a brake pedal L1 and a spring 10c. The brake pedal L1 and the piston 10b are connected by the rod 10A. When the brake pedal L1 is depressed, a reaction force and a stroke corresponding to the pedal operation amount are applied to the brake pedal L1 by the spring force from the spring 10c. .

  The rod 10A from the brake pedal L1 is provided with a detection sensor 10B that detects an operation amount of the brake pedal L1. For example, a stroke sensor or a load sensor can be used as the detection sensor 10B, and the operation amount and operation force of the brake pedal L1 are detected. A detection signal from the detection sensor 10B is input to the control device 40.

  Next, the first brake system K1 will be described. The first brake system K1 includes a rear wheel control valve means A (first control member) and a front wheel interlocking control valve means B (second control member) as the first control valve means. A hydraulic pressure sensor 11, a second hydraulic pressure sensor 12, and a pump 24 are provided.

  Hereinafter, the flow path (oil path) from the inlet port J1 to the regulator 20 is referred to as “output hydraulic pressure path D1”, and the flow path from the regulator 20 to the wheel brake R is referred to as “wheel hydraulic pressure path E1 ( 1st wheel hydraulic pressure path) "and the flow path from the regulator 20 to the wheel brake F is called" wheel hydraulic pressure path E2 (second wheel hydraulic pressure path) ". Further, the flow path from the output hydraulic pressure path D1 to the pump 24 is referred to as “suction hydraulic pressure path G1”, the flow path from the pump 24 to the wheel hydraulic pressure path E1 is referred to as “discharge hydraulic pressure path N1”, and A flow path from the wheel hydraulic pressure path E1 to the suction hydraulic pressure path G1 is referred to as an “open path Q1”.

  The regulator 20 has a function of switching between a state where the brake fluid is allowed to flow into the wheel hydraulic pressure passages E1, E2 from the output hydraulic pressure passage D1 and a state where the brake fluid is shut off, and from the output hydraulic pressure passage D1 to the wheel hydraulic pressure passages E1, E2. And the function of adjusting the brake fluid pressure in the wheel fluid pressure passages E1, E2 and the discharge fluid pressure passage N1 to a set value or less when the inflow of the brake fluid is cut off, and the cut valve 21 and the check valve 21a is provided.

  The cut valve 21 is a normally open type linear solenoid valve interposed between the output hydraulic pressure path D1 and the wheel hydraulic pressure paths E1, E2, and from the output hydraulic pressure path D1 to the wheel hydraulic pressure paths E1, E2. The state in which the inflow of the brake fluid is allowed and the state in which it is shut off are switched. That is, the cut valve 21 is configured to be able to adjust the valve opening pressure by controlling energization to the solenoid. Since the cut valve 21 is normally open, the brake fluid discharged from the pump 24 to the discharge hydraulic pressure passage N1 and flowing into the wheel hydraulic pressure passages E1 and E2 returns (circulates) to the suction hydraulic pressure passage G1. Is allowed). Further, when the brake pedal L1 is operated, in other words, when the brake hydraulic pressure is applied to the wheel brake R, the cut valve 21 is closed by the control of the control device 40, and the regulator 20 is connected from the output hydraulic pressure path D1. The brake fluid pressure in the wheel fluid pressure passages E1 and E2 is appropriately released to the suction fluid pressure passage G1 by the balance between the brake fluid pressure applied to the valve and the force for closing the valve, which is controlled by energizing the solenoid. Can be adjusted.

  The check valve 21a is connected to the cut valve 21 in parallel. The check valve 21a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure path D1 to the wheel hydraulic pressure paths E1, E2.

  The rear wheel control valve means A is in a state in which the wheel hydraulic pressure path E1 is opened and the open path Q1 is cut off, in a state in which the wheel hydraulic pressure path E1 is cut off and the open path Q1 is opened, and the wheel hydraulic pressure path E1 and the open road It has a function of switching the state of shutting off from Q1, and is configured to include an inlet valve 22A, a check valve 22a, and an outlet valve 23A.

  The inlet valve 22A is a normally open type electromagnetic valve provided in the wheel hydraulic pressure passage E1. The inlet valve 22A is normally open, thereby allowing the brake fluid pressure from the pump 24 to be transmitted to the wheel brake R through the wheel fluid pressure path E1. Further, the inlet valve 22A is closed under the control of the control device 40 when the rear wheel is about to lock, so that the brake fluid pressure from the pump 24 is transmitted to the wheel brake R through the wheel fluid pressure path E1. Shut off.

  The outlet valve 23A is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path E1 and the open path Q1. The outlet valve 23A is normally closed, but is released by the control of the control device 40 when the rear wheel is about to be locked, so that the brake fluid pressure acting on the wheel brake R is sucked from the release path Q1. Relieve to hydraulic path G1. As a result, the brake fluid released to the suction fluid pressure path G <b> 1 is returned to the brake fluid tank 30.

  The check valve 22a is connected in parallel to the inlet valve 22A. This check valve 22a is a valve that only allows the brake fluid to flow from the wheel brake R side to the regulator 20 side, and when the input from the brake pedal L1 is released, the inlet valve 22A is closed. Even at times, the brake fluid is allowed to flow from the wheel brake R side to the regulator 20 side.

  Next, the front wheel interlock control valve means B is for controlling the brake fluid pressure of the wheel brake F of the front wheel in conjunction mainly with the operation of the brake pedal L1, and the wheel fluid pressure path E2 (second A state where the wheel hydraulic pressure path) is opened and the open path Q1 is shut off, a state where the wheel hydraulic pressure path E2 is shut off and the open path Q1 is opened, and a state where the wheel hydraulic pressure path E2 is shut off and the open path Q1 is shut off And has an inlet valve 22B, an outlet valve 23B, and a check valve 22b.

  The inlet valve 22B is a normally open type electromagnetic valve provided in the wheel hydraulic pressure passage E2. The inlet valve 22B is normally open and allows the brake fluid from the pump 24 to be transmitted to the wheel brake F through the wheel hydraulic pressure passage E2. Further, the inlet valve 22B is blocked by the control of the control device 40 when the front wheel is about to be locked, so that the brake fluid pressure from the pump 24 is transmitted to the wheel brake F through the wheel fluid pressure path E2. Shut off.

  The outlet valve 23B is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path E2 and the open path Q1. The outlet valve 23B is normally closed, but when the front wheel is about to be locked, the outlet valve 23B is released under the control of the control device 40, so that the brake fluid pressure acting on the wheel brake F is sucked through the release path Q1. Relieve to hydraulic path G1. Thus, the brake fluid released to the suction fluid pressure path G1 is returned to the brake fluid tank 30.

  The check valve 22b is connected in parallel to the inlet valve 22B. This check valve 22b is a valve that only allows the brake fluid to flow from the wheel brake F side to the regulator 20 side, and when the input from the brake pedal L1 or the like is released, the inlet valve 22B is closed. In this case, the brake fluid is allowed to flow from the wheel brake F side to the regulator 20 side.

  The first hydraulic pressure sensor 11 measures the magnitude of the brake hydraulic pressure acting on the wheel brake R, and is provided in the wheel hydraulic pressure path E1. The value of the brake fluid pressure measured by the first fluid pressure sensor 11 is taken into the control device 40 as needed. Incidentally, in the control device 40, whether or not the magnitude of the brake fluid pressure measured by the first fluid pressure sensor 11 corresponds to the operation amount and the operation force measured by the detection sensor 10B of the stroke simulator Si. And the rear wheel control valve means A and the front wheel interlock control valve means B are controlled so that the measured value of the first hydraulic pressure sensor 11 corresponds to the measured value of the detection sensor 10B.

  The second hydraulic pressure sensor 12 measures the magnitude of the brake hydraulic pressure acting on the wheel brake F, and is provided in the wheel hydraulic pressure path E2. The value of the brake fluid pressure measured by the second fluid pressure sensor 12 is taken into the control device 40 as needed, and is used for controlling the interlocking brake and the like. That is, in the control device 40, whether or not the magnitude of the brake fluid pressure measured by the second fluid pressure sensor 12 corresponds to the operation amount or the operation force measured by the detection sensor 10B of the stroke simulator Si. And the front wheel interlocking control valve means B is controlled so that the measurement value of the second hydraulic pressure sensor 12 becomes the measurement value of the detection sensor 10B. The control device 40 includes a map (not shown) that defines the ratio of the braking braking force between the front wheels and the rear wheels during the interlock braking, and the front and rear wheels are based on various state quantities indicating the running state of the vehicle. The ratio of the brake braking force with the wheel is obtained, and based on this, the rear wheel control valve means A and the front wheel interlock control valve means B are controlled.

  The pump 24 includes a suction valve 24a and a discharge valve 24b on the suction side and the discharge side. The pump 24 is interposed between the suction hydraulic pressure path G1 and the discharge hydraulic pressure path N1 and is driven by the rotational force of the motor 25. Thus, the brake fluid is sucked from the suction fluid pressure passage G1 and discharged to the discharge fluid pressure passage N1. Further, when the cut valve 21 is in the closed state, the brake fluid stored in the brake fluid tank 30 is sucked and discharged to the discharge fluid pressure passage N1. As a result, the pressure state of the wheel hydraulic pressure passage E1 reduced by returning the brake fluid to the brake fluid tank 30 is recovered, and the wheel brake R is operated based on the operation of the brake pedal L1 or the interlocked brake. It becomes possible to increase the brake fluid pressure based on the operation.

  The motor 25 is a common power source for the pump 24 in the first brake system K1 and the pump 24 in the second brake system K2, and operates based on a command from the control device 40.

  The brake fluid tank 30 is a tank open to the atmosphere. Note that the brake fluid tank 30 stores a sufficient amount of brake fluid to be used when the pressure is increased in the first brake system K1.

  Next, the brake system K2 will be described. Hereinafter, the flow path from the inlet port J4 to the control valve means C is referred to as “output hydraulic pressure path D2”, and the flow path from the control valve means C to the outlet port J5 is referred to as “wheel hydraulic pressure path E3”. The flow path from the hydraulic pressure path E3 to the pump 24 is referred to as “open path Q2”, the flow path from the open path Q2 to the pump 24 is referred to as “suction hydraulic pressure path G2,” and the pump 24 to the wheel hydraulic pressure path E3. The reaching flow path is referred to as “discharge fluid pressure path N2.”

  The second brake system K2 includes front wheel control valve means C (including an inlet valve 22C and an outlet valve 23C) as a second control valve means, a pump 24, a reservoir 26, and a third hydraulic pressure sensor 13.

  The front wheel control valve means C includes a state in which the open passage Q1 is cut off while the wheel hydraulic pressure passage E3 is opened, a state in which the open passage Q2 is opened while the wheel hydraulic pressure passage E3 is cut off, and the wheel hydraulic pressure passage E3 and the open passage Q2. And is configured to include an inlet valve 22C, a check valve 22c, and an outlet valve 23C.

  The inlet valve 22C is a normally open type electromagnetic valve provided in the wheel hydraulic pressure passage E3. The inlet valve 22C is normally open, thereby allowing the brake hydraulic pressure to be transmitted from the master cylinder MC2 to the wheel brake F. In addition, the inlet valve 22C is blocked by the control of the control device 40 when the front wheel is about to lock, thereby blocking the brake hydraulic pressure transmitted from the master cylinder MC2 to the wheel brake F.

  The outlet valve 23C is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path E3 and the open path Q2. The outlet valve 23C is normally closed, but is released by the control of the control device 40 when the front wheel is about to be locked, so that the brake fluid acting on the wheel brake F is sucked into the suction fluid pressure through the release path Q2. Escape to Road G2. Then, the brake fluid flows into the reservoir 26 as the brake fluid is released to the suction fluid pressure path G2.

  The check valve 22c is connected in parallel to the inlet valve 22C. The check valve 22c is a valve that only allows the brake fluid to flow from the wheel brake F side to the master cylinder MC2 side. Even when the inlet valve 22C is closed, the check valve 22c is connected to the master cylinder MC2 from the wheel brake F side. Allow inflow of brake fluid to the side.

  The pump 24 of the second brake system K2 is driven by the rotational force of the motor 25, and sucks brake fluid from the suction fluid pressure path G2 (reservoir 26) and discharges it to the discharge fluid pressure path N2.

  The reservoir 26 is provided in the release path Q2, and has a function of temporarily storing brake fluid that is released when the outlet valve 23C is opened. The brake fluid stored in the reservoir 26 is sucked by the pump 24 when the wheel brake F is pressurized.

  The third hydraulic pressure sensor 13 measures the brake hydraulic pressure acting on the wheel brake F via the second brake system K2, and is provided in the wheel hydraulic pressure path E3. The value of the brake fluid pressure measured by the second fluid pressure sensor 12 is taken into the control device 40 as needed.

  The control device 40 inputs the measured values from the detection sensor 10B, the first hydraulic pressure sensor 11, the second hydraulic pressure sensor 12, and the third hydraulic pressure sensor 13, and faces the side surface of the pulsar gear fixed to the front wheel (not shown). Based on the output from the wheel speed sensor 41 for the front wheel, which is fixedly arranged, and the wheel speed sensor 42 for the rear wheel, which is fixedly arranged facing the side surface of the pulsar gear fixed to the rear wheel (not shown). The operation of each device of the first and second brake systems K1, K2 is controlled.

  Next, normal brake control (linked brake control) and antilock brake control realized by the control device 40 will be described.

(Normal brake)
In both the state where the operation of the engine and the motor (not shown) is stopped and the state where the engine and the motor are operated, the flow path from the master cylinder MC2 to the wheel brake F in the second brake system K2 on the front wheel side. Is communicated through the output hydraulic pressure path D2. Thus, when the brake lever L2 is operated, the brake fluid pressure acts on the two cylinders FS1, FS2 of the brake cylinder FS of the wheel brake F through the output fluid pressure passage D2, the inlet valve 22C, and the wheel fluid pressure passage E3. Thereby, the brake braking on the front wheel side by operating the brake lever L2 becomes possible.

On the other hand, in the first brake system on the rear wheel side, interlocking brake control with the front wheels mainly including the rear wheels is performed during normal braking.
Here, when the brake pedal L1 is not operated and the brake control is not performed in the first brake system K1, the inlet valve 22A is in a closed state.

When the brake pedal L1 is operated, the operation amount of the brake pedal L1 is detected by the detection sensor 10B, the detection signal is input to the control device 40, the pump 24 is driven, and the pump 24 discharges the discharge hydraulic pressure path N1. The brake fluid discharged to the vehicle is adjusted to a predetermined hydraulic pressure through the cut valve 21 of the regulator 20, and brakes from the output hydraulic pressure path D1 to the wheel brakes F and R of the front and rear wheels through the wheel hydraulic pressure paths E1 and E2 are performed. Control is performed.
At the time of normal brake control in which each wheel is not likely to lock, the cut valve 21 is closed and the inlet valves 22A and 22B are opened. As a result, the brake fluid in the brake fluid tank 30 is sucked from the output fluid pressure passage D1 through the suction fluid pressure passage G1 to the pump 24 and discharged through the pump 24 to the discharge fluid pressure passage N1. The brake fluid is sent to the wheel brake R through the inlet valve 22A of the wheel hydraulic pressure passage E1, and the brake fluid is sent to the wheel brake F through the inlet valve 22B of the wheel hydraulic pressure passage E2. This state is continued until the control device 40 determines that the measurement value measured by the first hydraulic pressure sensor 11 is a value corresponding to the detection value measured by the detection sensor 10B. In this case, the control device 40 may control the interlocking brake in consideration of the measurement value measured by the second hydraulic pressure sensor 12, or may be single braking on the rear wheel side. Good.

  Here, at the time of interlock braking, the brake fluid sent from the first brake system K1 to the front wheel brake F is sent to one cylinder FS3 among the three cylinders FS1 to FS3 of the brake cylinder FS. In this embodiment, the cylinder FS3 has a smaller diameter than the other cylinders FS1 and FS2 (not shown), and the resulting braking force is smaller than the other cylinders FS1 and FS2. As a result, the braking force on the front wheel side during interlocking braking is set to be smaller than when the brake is applied on the front wheel side alone. Note that the strength of the braking force acting on the wheel brake F during interlock braking can be changed as appropriate by changing the cylinder diameter or the like of the FS 3.

  In addition, the front wheel side brake cylinder FS includes three cylinders FS1 to FS3 that are independent of each other, and between the cylinder FS3 corresponding to the first brake system K1 and the cylinders FS1 and FS2 corresponding to the second brake system K2. Thus, the brake fluid does not flow. Thereby, for example, even if the brake on the front wheel side by the second brake system K2 is performed by additionally operating the brake lever L2 from the state in which the interlocking brake is performed by the first brake system K1, the pump 24 The pulsation due to the operation of is not transmitted to the brake lever L2 through the flow path. Therefore, a good operation feeling of the brake lever L2 can be obtained even during interlocking braking.

  When the brake pedal L1 is loosened or the operation is terminated, the brake fluid that has flowed out to the wheel hydraulic pressure passages E1 and E2 is released from the open passage Q1 to the suction hydraulic pressure passage G1 via the outlet valves 23A and 23B. , Returned to the brake fluid tank 30. In the following description, since the rear wheel control valve means A, the front wheel interlock control valve means B, and the front wheel control valve means C have the same configuration, each brake control will be described by taking the rear wheel control valve means A as an example. .

  In addition, when the brake lever L2 of the second brake system K2 on the front wheel side is operated and the wheel brake F is braked, the control device 40 determines that it is necessary to apply a braking force to the rear wheels. In addition, interlocking brake control can be performed. In this case, the rear wheel control valve means A and the front wheel interlock control valve means B of the first brake system K1 are appropriately controlled based on the measured value of the third hydraulic pressure sensor 13 of the second brake system K2.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to fall into the locked state, and the rear wheel control valve means A corresponding to the wheel brakes F and R of the wheel about to fall into the locked state, the front wheel interlocking. This is realized by controlling the control valve means B and the front wheel control valve means C, respectively, and appropriately selecting a state in which the brake fluid pressure acting on the wheel brakes F, R is reduced, increased or kept constant. It is determined by the control device 40 based on the wheel speeds obtained from the wheel speed sensor 41 for the front wheels and the wheel speed sensor 42 for the rear wheels.

  When the control device 40 determines that the brake fluid pressure acting on the rear wheel brake R should be reduced, for example, the rear wheel control valve means A blocks the wheel hydraulic pressure path E1. The open path Q1 is opened. Specifically, the control device 40 excites the inlet valve 22A to close it, and excites the outlet valve 23A to open it. In this way, the brake fluid in the wheel fluid pressure path E1 leading to the wheel brake R flows into the brake fluid tank 30 through the release path Q1, and as a result, the brake fluid pressure acting on the wheel brake R of the rear wheel. Is depressurized.

  When the control device 40 determines that the brake fluid pressure acting on the rear wheel brake R should be kept constant, the rear wheel control valve means A causes the wheel fluid pressure path E1 and the release path Q1. Are blocked. Specifically, the control device 40 excites the inlet valve 22A to close it, and demagnetizes the outlet valve 23A to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed by wheel brake R, inlet valve 22A, and outlet valve 23A, As a result, the brake fluid pressure which acts on wheel brake R becomes constant. Retained.

  Further, when the control device 40 determines that the brake fluid pressure acting on the rear wheel brake R should be increased, the wheel hydraulic pressure passage E1 is opened by the rear wheel control valve means A and opened. The path Q1 is blocked. Specifically, the control device 40 demagnetizes the inlet valve 22A to open it, and demagnetizes the outlet valve 23A to close it. If it does in this way, brake fluid which flowed out from discharge fluid pressure way N1 to wheel fluid pressure way E1 by operation of pump 24 will act on wheel brake R through inlet valve 22A, and brake fluid pressure will be increased.

  When the brake fluid pressure in the wheel fluid pressure passage E1 exceeds the set value, the brake fluid in the wheel fluid pressure passage E1 is released to the suction fluid pressure passage G1 by the action of the cut valve 21, and as a result Thus, excessive brake fluid pressure acting on the wheel brake R is avoided.

  The interlocked brake control described above is always performed by operating the brake pedal L1, but is not limited thereto. For example, the brake pedal L1 is used by the driver to brake the rear wheel. When the control device 40 determines that it is necessary to apply a braking force to the front wheels from the state quantity of the vehicle at that time based on the detection signal input to the control device 40 from the detection sensor 10B. You may comprise so that it may be performed.

  In this case, the control device 40 sets a target pressure value of the brake hydraulic pressure discharged from the control valve means B based on, for example, the pressure value measured by the first hydraulic pressure sensor 11, and sets this as the second pressure value. The operation of the control valve means B can be controlled while being measured by the hydraulic pressure sensor 12. In such a configuration, the inlet valve 22B of the control valve means B is opened until the pressure value measured by the second hydraulic pressure sensor 12 reaches the target pressure value, and the brake fluid in the brake fluid tank 30 is opened. Is introduced into the discharge hydraulic pressure passage N1 via the pump 24, whereby the front wheel brake F can be automatically operated as an interlocking brake.

According to the brake fluid pressure control device described above, the first operating means T1 and the first brake system K1 are separated so that the brake fluid cannot flow. Thus, even if pulsation occurs in the wheel hydraulic pressure path E1, the pulsation is not transmitted from the first brake system K1 to the first operator means T1.
Therefore, for example, when the rear wheel brake R is subjected to interlock brake control due to a single operation of the front wheel brake lever L2, the brake pedal L1 for the rear wheel is additionally depressed and brake input is performed. Even if this occurs, the pulsation due to the operation of the pump 24 is not transmitted to the brake pedal L1, and the brake pedal L1 operation feeling is not impaired.

  The first brake system K1 is provided with a brake fluid tank 30 having a reservoir function for supplying brake fluid to the separated first brake system K1. The brake fluid is supplied to the first brake system K1, and the brake fluid returned from the wheel brake R side or the like is returned to the brake fluid tank 30 at the time of depressurization such as anti-lock brake control. Accordingly, there is no need to provide a reservoir, a suction valve, or the like in the first brake system K1, and accordingly, the number of parts can be reduced and the device can be downsized. Further, since the number of parts is reduced, the manufacturing cost can be reduced.

  Further, since the brake fluid tank 30 is open to the atmosphere, the brake fluid returning from the wheel brake R side or the like can be smoothly returned to the brake fluid tank 30 when the pressure is reduced during antilock brake control or the like.

  Further, the first operator means T1 has a detection sensor 10B that detects the operation amount of the brake pedal L1, and the measurement value of the first hydraulic pressure sensor 11 of the first brake system K1 is the measurement value of the detection sensor 10B. Since the rear wheel control valve means A and the front wheel interlock control valve means B are controlled so as to correspond to the above, the first operator means T1 and the first brake system K1 are separated so that the brake fluid cannot flow. Regardless of the configuration, the operation amount of the brake pedal L1 in the first operator means T1 can be faithfully reflected in the brake hydraulic pressure controlled by the first brake system K1.

  Further, even when the brake fluid is frequently returned to the suction fluid pressure path G1 side of the pump 24 at the time of depressurization during the antilock brake control, the brake fluid can be returned to the brake fluid tank 30, and the brake fluid pressure can be reduced. It can be done smoothly. Therefore, it contributes to stabilization of brake fluid pressure control.

  Further, the first brake system K1 includes a rear wheel control valve means A for controlling the wheel brake R on the rear wheel side and a front wheel interlocking control valve means B for controlling the wheel brake F on the front wheel side. In conjunction with the braking of the wheel brake R on the wheel side, the interlocking brake control of the wheel brake F on the front wheel side can be realized.

FIG. 2 is a brake hydraulic circuit diagram applied to a vehicle brake hydraulic pressure control apparatus according to a second embodiment of the present invention.
This embodiment is different from the first embodiment in that a regulator 20 ′ is provided in the output hydraulic pressure path D2, and an intake hydraulic pressure path G2 is provided between the pump 24 and the output hydraulic pressure path D2. The suction valve 27 is provided in the suction fluid pressure path G2, and other configurations are not changed.

  The regulator 20 ′ has a function of switching between a state where the brake fluid is allowed to flow from the output hydraulic pressure path D2 to the wheel hydraulic pressure path E3 and a state where the brake fluid is blocked, and a brake fluid from the output hydraulic pressure path D2 to the wheel hydraulic pressure path E3. Has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage E3 and the discharge fluid pressure passage GN2 to a set value or less when the inflow of the engine is cut off, and includes a cut valve 21 ′ check valve 21a ′. It is configured.

  The cut valve 21 ′ is a normally open linear solenoid valve interposed between the output hydraulic pressure path D2 leading to the master cylinder MC2 and the wheel hydraulic pressure path E3 leading to the wheel brake F, and the output hydraulic pressure path D2 To allow the brake fluid to flow into the wheel hydraulic pressure passage E3 and switch between a state where the brake fluid is allowed to flow and a state where it is blocked. The cut valve 21 ′ is shut off (closed) at the time of interlock braking or pressure increase based on the operation amount of the brake pedal L1 on the rear wheel side, for example, and the brake fluid from the master cylinder MC2 is Direct transmission from the output hydraulic pressure path D2 to the wheel hydraulic pressure path E3 is cut off. As a result, the brake fluid is sucked into the pump 24 from the output fluid pressure passage D2 through the suction fluid pressure passage G2 (suction valve 27).

  The check valve 21a 'is connected in parallel to the cut valve 21'. The check valve 21a ′ is a valve that allows only the brake fluid to flow from the output hydraulic pressure path D2 to the wheel hydraulic pressure path E3, and is locked in a state where the cut valve 21 ′ is closed due to a failure or the like. Even in this case, the brake fluid is allowed to flow from the output hydraulic pressure passage D2 to the wheel hydraulic pressure passage E3.

  The suction valve 27 is a normally closed electromagnetic valve provided in the suction fluid pressure passage G2, and switches between a state in which the suction fluid pressure passage G2 is opened and a state in which the suction fluid pressure passage G2 is shut off. The suction valve 27 is opened (opened) at the time of interlocking braking or pressure increase.

  According to the vehicle brake hydraulic pressure control apparatus of the present embodiment, the regulator 20 'and the suction valve 27 are provided in the second brake system K2 on the front wheel side. For example, when the wheel brake F of the front wheel is suddenly braked, Control can be performed such that the intake valve 27 is opened, the cut valve 21 is closed, and the pump 24 is operated, whereby the front wheel brake F can be braked rapidly.

FIG. 3 is a brake hydraulic circuit diagram applied to a vehicle brake hydraulic pressure control apparatus according to a third embodiment of the present invention.
The present embodiment differs from the first and second embodiments in that the braking force based on the operation amount of the brake pedal L1 is stopped for the rear wheel side wheel brake R or the control device 40 stops the engine or the like. It is the point which comprised so that it could provide directly also in the state which is.

  As a configuration for that purpose, the vehicle brake control device of the present embodiment is configured such that the stroke simulator Si is operated by the brake fluid pressure, detects the brake fluid pressure according to the operating force of the brake pedal L1, Brake control based on the measured value is performed in the first brake system K1, and the brake fluid pressure is directly applied to the rear wheel brake R even when the engine is stopped or the control device 40 is stopped. It is made to act.

The stroke simulator Si includes a dummy cylinder 50, an on-off valve 5, a check valve 5a, a cutoff valve 6, and a pressure detection sensor 10C.
The rear wheel brake R uses a brake cylinder RS including three cylinders RS1 to RS3 that are independent from each other so that brake fluid can be input from the stroke simulator Si side. .

  The dummy cylinder 50 includes a cylinder body 50a, a piston 50b slidably disposed in the cylinder body 50a, and a spring 50c that urges the piston 50b. It is connected to the output hydraulic pressure path D3a. In such a dummy cylinder 50, when the shut-off valve 6 is shut off and the on-off valve 5 is in a communicating state, an output hydraulic pressure path D3a (output flow path) from the master cylinder MC1 is operated by operating the brake pedal L1. The idle flow of the piston 50b permits the inflow of the brake fluid that has flowed out to the brake pedal L1, and an operation reaction force corresponding to the operation of the brake pedal L1 is applied to the brake pedal L1. That is, when an operating force is applied to the brake pedal L1, the hydraulic pressure in the liquid chamber of the dummy cylinder 50 of the stroke simulator Si increases as the pressure of the master cylinder MC1 increases, and the piston 50b expands the liquid chamber. Furthermore, the spring 50c is displaced to a position where the elastic force generated by the spring 50c and the hydraulic pressure in the liquid chamber are balanced, and an amount of brake fluid corresponding to the expansion amount of the liquid chamber flows into the liquid chamber from the output hydraulic pressure path D3a, An operation stroke corresponding to the outflow amount occurs at L1. Thereby, the operation feeling of the brake pedal L1 is ensured, and the brake fluid pressure by the pressure detection sensor 10C is detected in this state. The measurement value by the pressure detection sensor 10C is input to the control device 40 and is reflected in the brake control in the first brake system K1.

  The on-off valve 5 is a normally-closed electromagnetic valve, and is configured to communicate between the output hydraulic pressure path D3a and the dummy cylinder 50 in a state where an engine or a motor (not shown) is normally operated. . Further, when the engine or motor (not shown) is not operating, the output hydraulic pressure path D3a and the dummy cylinder 50 are blocked. A check valve 5a is connected to the on-off valve 5 in parallel. The check valve 5a is a valve that only allows the brake fluid to flow from the dummy cylinder 50 to the output hydraulic pressure path D3a. When the input from the brake pedal L1 is released, the on-off valve 5 is closed. In this case, the brake fluid is allowed to flow from the dummy cylinder 50 side to the output hydraulic pressure path D3a.

The shut-off valve 6 allows inflow of brake fluid from the output hydraulic pressure passage D3a to the output hydraulic pressure passage D3b (output flow passage), that is, inflow of brake fluid from the master cylinder C1 side to the rear wheel brake R side. The state is switched between a state to be shut off and a state to be shut off, and is composed of a normally-open electromagnetic valve interposed between the output hydraulic pressure path D3a and the output hydraulic pressure path D3b.
In the present embodiment, the shutoff valve 6 is set to close with the start of an engine or motor (not shown) of the vehicle. That is, the shutoff valve 6 shuts off the inflow of the brake fluid from the output hydraulic pressure path D3a to the output hydraulic pressure path D3b while driving the vehicle engine or the like. The shutoff valve 6 is always opened when the engine or the like is stopped or the control device 40 is stopped, and the operating force of the brake pedal L1 (that is, the brake fluid pressure generated in the master cylinder MC1) Directly transmitted to the brake R.

  The wheel brake R of the rear wheel is input to the two cylinders RS1 and RS2 in which the brake fluid from the wheel hydraulic pressure passage E1 of the first brake system K1 is the main among the three cylinders RS1 to RS3 of the brake cylinder RS. In addition, the brake fluid from the master cylinder MC1 is input to the sub cylinder RS3 which is the remaining cylinder.

  According to the vehicle brake hydraulic pressure control device of the present embodiment, the brake hydraulic pressure corresponding to the operation amount of the brake pedal L1 is output to the output hydraulic pressure path D3a even when the engine or the like is stopped or the control device 40 is stopped. Can be applied to the wheel brake R of the rear wheel through the output hydraulic pressure path D3b, and a fail-safe function can be realized.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented.
For example, the second brake system K2 may be configured similarly to the first brake system K1. That is, the stroke simulator Si may be connected to the brake lever L2, and the second brake system K2 may be brake-controlled based on the measurement value measured by the detection means of the stroke simulator Si.
Further, although the first brake system K1 has been described as a rear wheel brake system, it may be adopted as a front wheel brake system. Further, although the second brake system K2 has been described as a front wheel side brake system, it may be adopted as a rear wheel side brake system.
Further, the amount of brake fluid discharged from the pump 24 may be changed for each brake system.

1 is a brake fluid pressure circuit diagram applied to a vehicle brake fluid pressure control device according to a first embodiment of the present invention. It is a brake fluid pressure circuit figure applied to the brake fluid pressure control device for vehicles concerning a 2nd embodiment of the present invention. It is a brake fluid pressure circuit figure applied to the brake fluid pressure control device for vehicles concerning a 3rd embodiment of the present invention.

Explanation of symbols

K1 1st brake system K2 2nd brake system L1 Brake pedal L2 Brake lever N1 Discharge hydraulic pressure path N2 Discharge hydraulic pressure path T1 1st operation element means T2 2nd operation element means 10 Dummy cylinder 10C Pressure detection sensor 11 1st hydraulic pressure Sensor 12 Second hydraulic pressure sensor 13 Third hydraulic pressure sensor 20, 20 ′ Regulator 21, 21 ′ Cut valve 24 Pump 25 Motor 30 Brake fluid tank 40 Controller 50 Dummy cylinder A Rear wheel control valve means (first control member)
B Front wheel interlocking control valve means (second control member)
C Front wheel control valve means F, R Wheel brake Si Stroke simulator

Claims (10)

A first operator means provided with a first brake operator; a first brake system that brakes a first wheel brake in response to the first operator means; and provided in the first brake system, First control valve means for controlling brake fluid pressure in one brake system;
A second operator means provided with a second brake operator; a second brake system for braking the second wheel brake in response to the second operator means; and provided in the second brake system, A brake fluid pressure control device for a vehicle, comprising: a second control valve means for controlling a brake fluid pressure in a two-brake system,
The first operating element means and the first brake system are separated so that brake fluid cannot flow, and a reservoir function is provided for supplying brake fluid to the separated first brake system. Install a brake fluid tank ,
The first operator means corresponding to the first brake system is:
A stroke simulator for applying an operation reaction force corresponding to the operation of the first brake operator to the first brake operator;
Detecting means for detecting an operation amount of the first brake operator,
The first brake system includes a pump that discharges brake fluid to a first wheel hydraulic pressure path that communicates with at least the first wheel brake so as to correspond to the operation amount detected by the detection means.
The first control valve means includes a first control member corresponding to the first wheel brake and a second control member corresponding to the second wheel brake, and the first control member and the second control member. By connecting or blocking the first wheel hydraulic pressure path leading to the first wheel brake and the second wheel hydraulic pressure path leading to the second wheel brake, the brake hydraulic pressure for the first and second wheel brakes is reduced. Brake fluid pressure for a vehicle, wherein the brake fluid pressure is increased and held and the brake fluid pressure is reduced by returning the brake fluid to the suction fluid pressure passage of the pump for each of the first and second wheel fluid pressure passages. Control device. The second brake system is
A master cylinder;
A cut valve for communicating or blocking the master cylinder and the second control valve means;
The vehicular brake hydraulic pressure control device according to claim 1 , further comprising an intake valve that communicates or blocks the master cylinder and the intake hydraulic pressure path of the pump. A first operator means provided with a first brake operator; a first brake system that brakes a first wheel brake in response to the first operator means; and provided in the first brake system, First control valve means for controlling brake fluid pressure in one brake system;
A second operator means provided with a second brake operator; a second brake system for braking the second wheel brake in response to the second operator means; and provided in the second brake system, A brake fluid pressure control device for a vehicle, comprising: a second control valve means for controlling a brake fluid pressure in a two-brake system,
The first operating element means and the first brake system are separated so that brake fluid cannot flow, and a reservoir function is provided for supplying brake fluid to the separated first brake system. Install a brake fluid tank,
The first operator means corresponding to the first brake system is:
A stroke simulator for applying an operation reaction force corresponding to the operation of the first brake operator to the first brake operator;
Detecting means for detecting an operation amount of the first brake operator,
The first brake system includes a pump that discharges brake fluid to a first wheel hydraulic pressure path that communicates with at least the first wheel brake so as to correspond to the operation amount detected by the detection means.
The second brake system is
A master cylinder;
A cut valve for communicating or blocking the master cylinder and the second control valve means;
A vehicular brake hydraulic pressure control device , comprising: a suction valve that communicates or shuts off the master cylinder and the suction hydraulic pressure passage of the pump . The vehicular brake fluid pressure control device according to any one of claims 1 to 3, wherein the brake fluid tank is an air release type. The first operator means corresponding to the first brake system includes a master cylinder and an output flow path for outputting brake fluid from the master cylinder,
The said output flow path is directly connected to the said 1st wheel brake in the parallel system | strain different from the said 1st brake system | strain, The any one of Claims 1-4 characterized by the above-mentioned. The brake fluid pressure control apparatus for vehicles as described. The vehicle according to any one of claims 1 to 5, wherein the brake fluid returned from the first wheel brake to the suction fluid pressure path side of the pump flows into the brake fluid tank. Brake hydraulic pressure control device. The said 2nd wheel brake receives the input of brake fluid from the said 1st brake system and the said 2nd brake system, respectively, and act | operates, The one of Claims 1-6 characterized by the above-mentioned. Brake fluid pressure control device for vehicles. It said first wheel brake according to any one of claims 1 to 7, characterized in that to operate respectively receives the brake fluid from the first brake system and the second brake system Brake fluid pressure control device for vehicles. The first brake system is a brake system of the rear wheel, the second brake system from claim 1, characterized in that a brake system for the front wheel according to any one of claims 8 Brake fluid pressure control device for vehicles. The first brake system is a brake system for the front wheel, the second brake system from claim 1, characterized in that the brake system of the rear wheel according to any one of claims 8 Brake fluid pressure control device for vehicles.

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